Prospects for an OSHA/ETIP project to facilitate technological innovation /

Includes bibliographical references.

Inflationary impact assessment of proposed OSHA regulations for commercial diving.

Includes bibliographical references.

OSHA activity in the small business community /

Mode of access: Internet.

How well does OSHA protect workers from reprisal : inspector opinions /

"November 16,1989."

Employee workplace rights.

"OSHA 3021-08R."

Calibration and maintenance procedures for coal mine respirable dust samplers /

"May 1996."

Dust sampling and laboratory testing procedures after underground coal mine explosions /

"June 1996."

Female employees nonfatal days lost, injuries at coal and metal/nonmetal mining operations, 1996-2000 /

Shipping list no.: 2002-0451-M.

Blasting hazard awareness : surface coal mines.

Shipping list no.: 87-704-P.

Double insulated droll tests.

Prepared by William J. Helfrich and Richard L. Reynolds.

Guidelines for the installation of MSHA accepted ground wire monitors /

"July 1996."

Federal mine safety and health amendments of 1975, S. 1302 : bill text, summary, section-by-section analysis, and introductory remarks : prepared for the Subcommittee on Labor of the Committee on Labor and Public Welfare, United States Senate.

At head of title: 94th Congress, 1st session. Committee print.

Traffic safety and health care : state and national estimates of employer costs /

"DOT HS 808 234"--P. [4] of cover.

Bike share's impact on car use : evidence from the United States, Great Britain, and Australia

There are currently more than 400 cities operating bike share programs. Purported benefits of bike share programs include flexible mobility, physical activity, reduced congestion, emissions and fuel use. Implicit or explicit in the calculation of program benefits are assumptions regarding the modes of travel replaced by bike share journeys. This paper examines the degree to which car trips are replaced by bike share, through an examination of survey and trip data from bike share programs in Melbourne, Brisbane, Washing, D.C., London, and Minneapolis/St. Paul. A secondary and unique component of this analysis examines motor vehicle support services required for bike share fleet rebalancing and maintenance. These two components are then combined to estimate bike share’s overall contribution to changes in vehicle kilometres traveled. The results indicate that the estimated mean reduction in car use due to bike share is at least twice the distance covered by operator support vehicles, with the exception of London, in which the relationship is reversed, largely due to a low car mode substitution rate. As bike share programs mature, evaluation of their effectiveness in reducing car use may become increasingly important. This paper reveals that by increasing the convenience of bike share relative to car use and by improving perceptions of safety, the capacity of bike share programs to reduce vehicle trips and yield overall net benefits will be enhanced. Researchers can adapt the analytical approach proposed in this paper to assist in the evaluation of current and future bike share programs.

Bike share's impact on car use : evidence from the United States, Great Britain, and Australia

There are currently more than 700 cities operating bike share programs. Purported benefits of bike share include flexible mobility, physical activity, reduced congestion, emissions and fuel use. Implicit or explicit in the calculation of program benefits are assumptions regarding the modes of travel replaced by bike share journeys. This paper examines the degree to which car trips are replaced by bike share, through an examination of survey and trip data from bike share programs in Melbourne, Brisbane, Washington, D.C., London, and Minneapolis/St. Paul. A secondary and unique component of this analysis examines motor vehicle support services required for bike share fleet rebalancing and maintenance. These two components are then combined to estimate bike share’s overall contribution to changes in vehicle kilometers traveled. The results indicate an estimated reduction in motor vehicle use due to bike share of approx. 90,000 km per annum in Melbourne and Minneapolis/St. Paul and 243,291 km for Washington, D.C. London’s bike share program however recorded an additional 766,341 km in motor vehicle use. This was largely due to a low car mode substitution rate and substantial truck use for rebalancing of bicycles. As bike share programs mature, evaluation of their effectiveness in reducing car use may become increasingly important. Researchers can adapt the analytical approach proposed in this paper to assist in the evaluation of current and future bike share programs.